Car-replacer.



PATENTED- MAR. 31, 1903.

' T. MARONEY. GAR REPLAGER. APPLICATION FILED MAY 23, 1902.

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T. MARONEY. GAR REPLAGER. APPLICATION FILE]? MAY 23, 190 2.

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NiTiiD STATES- PATENT FFICE.

THOMAS MARONEY, OF BUFFALO, NEW YORK.

CAR-REPLACE'R. 7

SPECIFICATION forming part of Letters Patent No. 724,194, dated March 31, 1903.

' Application filed May 23, 1902- Serial No. 108,673- (No model.)

To all whom it may concern:

3e it known that I, THOMAS MARONEY, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Oar-Replacers, of which the following is a specification.

This invention relates to improvements in car-replacers of that type commonly termed wrecking-frogs, and are devised to replace locomotives, cars, &c., onto the rails after having been derailed through accident or otherwise.

The object of this invention is to provide'a car-replacer which is simple, reliable, and effective and which can be anchored securely to the rails, the anchor or book thereof being automatically adjusted to diflerent heights of rai s.

Other objects are to provide separable carreplacers for use on either street-railways or cross-country railroads, as may be desired.

These car-replacers or wrecking-frogs are used in pairs, one of which I will term the inner frog and the other the outer frog, owing to their position with respect to the rails, each frog consisting of two sections. They are particularly devised for use on suburban roads the cars of which enter a city, so that a car derailed in the suburbs, where the rails and ties are usually elevated above the surface of the road, may be replaced with ease and without delay, and when derailed 1n the city, where the rails are always even with the road, may be as readily replaced by using the upper section of the wreckingfrogs only.

The invention also embodies various subordinate features of construction and combinatlon of parts, as will be hereinafter more fully described, and particularly pointed out in the accompanying drawings.

In order that the principles of my inventron may be understood, I have shown the two sections of each frog connected by a simple form of connectionas a means of illustrating the inventiomwithout the intention of limiting the same in any way, as it is perfectlyintelligible that this connection can be made by various other connecting devices without departing from the spirit of the invention or sacrificing any of the advantages thereof In the accompanying drawings, Figure l is a plan View of a portion of a railroad-track, showing myimproved frogs attached thereto. Fig. 2 is a plan view of a street-railway, showing the upper sections of the frogs held in operative relation thereto. Fig. 3 is a perspective view of the outer wrecking-frog. Fig. 4 is a similar view of the inner wreckingfrog. Fig. 5 isaperspective View of the outer wrecking-frog, showing the two sections thereof separated and the hook or anchor thereof detached. Fig. 6 is a transverse section of the outer wrecking-frog, showing the manner of anchoring the same to the rail. Fig. 7 is a similar'view of the inner frog. Fig. 8 is a transverse section of a wrecking-frog, show ing a modified form of securing the anchor or hook. Fig. 9 is a transverse section of the upper section of the outer wrecking-frog, showing the manner of using the same on a street-railway track. Fig. 10 is similar view of the upper section of the inner wreckingfrog. Fig. 11 is an inverted view of the upper section of the outer wrecking-frog.

Referring to the drawings in detail, like numerals of reference refer to like parts in the various figures.

The numeral 1 designates the rails of an ordinary cross-country railroad-track secured to the usual ties 2, and 3 the rails of a streetrailway track, such as are embedded in the pavement.

ing-frogs taken as a whole-that is, having the two sections 5' and 6 thereof connected together for use on crosscountry railroadtracks. When using the frogs in connection with a street-railway track, only the upper sections are used, as illustrated in Figs. 2, 9, and 10. Each frog is of segmental shape, hollowed out to reduce the weight of the same. They are composed of two sections, the lower one of which comprises an inner wall 7, arranged substantially atright angles to the lower edge or base thereof, an outer inclined wall 8, a plane top wall arranged substantially parallel with the base, and inclined side Walls 9, sloping from the outer wall to the inner wall. Transverse webs 10 are provided to strengthen the same. The base or supporting edge of each frog is provided with spurs 11, adapted to enter the ties and anchor the frogs thereto. The upper section comprises an outer wall 12, which forms a continuation of the outer wall of the lower section, and an arched or oppositely-inclined inwardly-sloping top wall 13, which forms a continuation of the inclined sides of the lower section. The inwardly-sloping top of the upper section meets at the angle formed by the inner and top walls of the lower section and when anchored to a rail brings this point to one side of and slightly above the same.

As is common in car-replacers, they are arranged in pairs, one being termed the inner frog, the other being termed the outer frog. The inner frog is always placed between the two rails of a track and serves to elevate the wheels on one side of a truck and direct the flanges .thereof against the inner side of the rail; while the outer frog serves to elevate the wheels on the other side of a truck above the rail to which it is anchored and carry the flanges thereof over the same, so that they also may be directed against the inner side of the rail, the frogs of course having such relation to the rails that both sides are replaced simultaneously and without lateral strain on the wheels. The two frogs of a pair are exact counterparts, with one exception, and that is that the upper section of the outer frog has preferably downwardly-projecting lips 14, which, lie against the inner wall of the lower section, serving, with spurs 15, formed on the lower edge of the upper section, which enter apertures 16 in the upper wall of the lower section, to prevent displacement thereof, while the upper section of the inner froghas a longitudinal groove 17 and an upwardly-extending lip 18. In the said groove the flanges of the wheels on one side of the truck are designed to enter. The inner frog is positioned to bring the said groove to one side and slightly higher than the rail. By this arrangement the flanges of the wheels riding in the said groove are directed against the inner side of the rail as they leave the frog. The upper section of each frog has a transverse strengtheningweb 19, and to this web a swivel-bolt 20 is secured. The said bolt passes through an aperture 21, formed in the upper wall of the lower section, and has a nut 22 secured thereto to bind the two sections of the frog together. A pocket 23 is formed in the upper wall of the lower section, near the edge thereof, and a notch 24 is formed in the outer wall thereof, said notch being of the same depth as the pocket, but considerably narrower. In this pocket a hook or anchor 25 is held, said hook being of a width to easily enter the notch 24 and having lateral cars 26, which bear against the inner side of the outer wall of said pocket, as shown at 27. These ears serve as pivots and permit the hook or anchor to retain its hold on the rail without such cases the inner wall of the frog is provided with a slot or aperture 27 of a size to permit the hook to be inserted therethrough from the inner side, the ears 26 thereof hearing against the inner side of the wall at opposite sides of the said slot. To confine the same to this position, a securing-plate 28 is secured to the inner side of the frog, said plate, with the inner wall of the frog, forming a pocket 29, in which the lateral ears of the hook or anchor are held.

The lower edge of the upper section of each frog is provided with a friction-piece 31, formed of rubber or other suitable material and secured in any approved manner.

In using the frog in connection with a street-railway track the upper sections alone are used, and in such cases the spurs formed thereon are forced into the pavement to hold the sections in proper relation to the rails. As shown in Figs. 9 and 10, the frictionpieces 31 also serve to prevent displacement orslipping of the sections. The friction-piece on the outer frog bears against the upper or exposed face of the rail, as shown in Fig. 9, while the friction-piece on the inner frog bears against the bottom of the goove, as shown in Fig. 10. p

The lips formed on the upper section of the outer frog bear against the outer wall of the rail-groove, as shown in Fig. 9, thus directly positioning the frog to the flange of the wheel into the groove as it leaves the said frog.

The upper section of the inner frog is placed in such position to the rail that the flanges of the wheels as they leave the groove formed thereon will enter the groove in the rail.

Having thus described my invention, what I claim is- 1. A wreckin g-frog comprising two separable sections whereby the upper section may be used independently for replacing a car, or in conjunction with the lower section, substantially as set forth.

2. A wrecking-frog separable longitudinally to permit the upper section to be used independent of the lower section for replacing a car, or in conjunctiontherewith, substantially as set forth.

3. Awrecking-frog comprising two separable sections, the lower section having anchoring-spurs at its base, and apertures or pockets in its upper face, the upper section having anchoring-spurs adapted to enter said aper tures or pockets when the two sections are connected and being adapted for use independently of or in conjunction with the lower section, substantially as set forth. 7

4.. A wrecking -frog divided horizon tally into two sections, the upper section having its upper face inclined endwise, and the lower section having at least one end inclined to form acontinuation of the inclined upper face of the upper section whereby the latter may be used separately or in conjunction with the lower section, substantially as set forth.

5. A wrecking-frog having a curved or segmental and inclined top, said frog being divided horizontally to permit the upper part to be used independently of or in conjunction with the lower part, substantially as and for the purpose described.

6. A wrecking-frog comprising-an upper and lower connected section, the lower section being composed of an inner and an outer Wall, inclined and inwardly-sloping end walls and a connecting top wall, the upper section comprising an outer wall, and a segmental or oppositely-inclined top wall, said segmental top wall sloping inwardly and forming a continuation of the inclined and inwardly-sloping end walls of the lower section, substantially as and for the purpose described.

7. Awrecking-frog havinganchoring-spurs and an independent friction-piece on its under side, substantially as set forth.

8. A wrecking-frog divided horizontally into two sections, the upper section having its upper face inclined in opposite directions, and the lower section having its ends inclined to form a continuation of the inclined upper face of the upper section, whereby the latter may be used separately or in conjunction with the lower section, substantiallyas set forth.

9. A wrecking-frog composed of an outer wall, an inner wall, and a segmental or oppositely-inclined upper wall sloping inwardly from said outer Wall, said upper wall having a grooved extension projecting beyond the inthe rail, substantially as set forth.

10. A wrecking-frog composed of an outer I wall and aninclined upper wall sloping from said outer wall to the base-line, a depending lip formed on the inner end of said upper wall and being adapted to enter the groove in a railway-track, and a friction-piece adapted to bear on the upper fiat surface of the track, substantially as set forth.

11. A wrecking-frog'composed of an outer wall and an inclined upper wall sloping inwardly from said outer wall and having a longitudinal groove at its inner end to direct the flange of the wheel into the groove in the rail, and a friction-piece secured to the frog and being adapted to enter the groove in the rail and bear against the latter to prevent dis placement of the frog, substantially as set forth.

12. The combination with the segmental frog formed in two sections, the lower section thereof having a pocket in its upper face, and a notch formed in the side and communicating with said pocket, of an anchoring-hook having lateral trunnions on its inner end adapted for lodgment in said pocket, said hook extending through said notch to engage the rail, substantially as set forth.

13. A wrecking-frog comprising upper and lower cooperating sections which together form a curved or segmental upper riding sur- THOMAS MARONEY.

Witnesses:

CHAS. F. BURKHART, M. SERVERT. 

